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Transportation Goals The City will: • Achieve a safe, efficient, economical and multi-modal transportation system, including non-motor vehicle modes and public transportation, while recognizing that pressures for increased motor vehicle travel will continue. • Balance the priorities of motor vehicles with those of bicycles and pedestrians in the design of roadways and land use patterns so that most residents have the General Overview choice to walk and bicycle The City’s transportation system and level of conveniently to shopping, schools and recreation. accessibility has a major influence on economic development and on the basic function and form of • Coordinate land use and the City. It also has the potential to generate public facilities development adverse impacts on the community if not carefully with the transportation integrated into its fabric. Thus, long-range system in order to ensure transportation planning is a key element in safety, efficiency and organizing and directing the future growth of the City convenience. of Chesapeake. In the context of comprehensive planning, land use and transportation must be • Provide adequate transportation facilities and recognized as complementary components of the services that meet the City’s City’s overall planning process. adopted service standards. Master Transportation Plan • Provide adequate Chesapeake’s transportation system is composed of transportation access to the roadways, public transit, trails, waterways, railways, City’s waterways. trucking, and airports. Each mode of transportation • Coordinate the City’s and all elements within each perform a specific role transportation system with in the system, and should be appropriately the regional transportation coordinated to provide various levels of accessibility network to promote to areas and sites within the City. In turn, the commerce and emergency arrangement of land uses and densities should be evacuation routes. consistent with the role, level of accessibility, and capacity of each transportation facility. This critical, but fragile relationship is fundamental to the overall performance of all urban areas. In 1990, Chesapeake City Council adopted a Master Road Plan that outlined the City’s future roadway needs based on projected land use and traffic generation assumptions. This plan focused mainly on roadways; however, the updated Master Transportation Plan will address all modes of Forward Chesapeake 2026 Comprehensive Plan Page 171 transportation. While roadways are recognized as the backbone of the City’s transportation network, alternate modes of transportation will need to be incorporated to meet the transportation challenges of the future. The Master Transportation Plan will also evaluate Chesapeake’s transportation needs from both the local and regional perspective, as transportation and development impacts extend beyond City boundaries. The goal of the Master Transportation Plan is to develop a planning document that outlines the necessary measures to provide a safe, cost-effective, well coordinated, environmentally sensitive system for moving people and goods to and from, through, and within the City of Chesapeake. The Master Transportation Plan is an element of the Comprehensive Plan and substantial changes to the Plan will require an amendment to the Comprehensive Plan. Changes to Transportation Facilities The Master Transportation Plan is an element of the Comprehensive Plan. In accordance with Section 15.2-2232 of the Code of Virginia, changes to the transportation facilities shown on the Master Transportation Plan must be consistent with the entire Comprehensive Plan. The following types of changes to the transportation facilities shown on the Master Transportation Plan are contemplated by, and thereby included in, the Comprehensive Plan: 1. Incremental construction of lanes provided that the ultimate laneage shown on the Master Transportation Plan is not increased or decreased. 2. Changes in the alignment of proposed roads along new rights-of-way through undeveloped properties shown on the Master Transportation Plan, provided that the facility continues to serve the intended transportation corridor and the deviation does not exceed 500 feet in any direction. 3. Paving, repaving, repairs, reconstruction, realignment of lanes, addition or deletion of turn lanes, adding curb and gutter or installing, repairing or eliminating roadside drainage facilities. The following changes are not included in the Comprehensive Plan and will require consistency review under Section 15.2-2232 of the Code of Virginia or in lieu of consistency review, an amendment to this 2026 Plan: 1. An increase or decrease in the ultimate laneage of the roads shown on the Master Transportation Plan. 2. Changes in the alignment of roads shown on the Master Transportation Plan where the facility no longer serves the intended transportation corridor, the deviation Forward Chesapeake 2026 Comprehensive Plan Page 172 exceeds 500 feet in any direction, or the re-alignment will be through one or more developed properties. 3. Terminating a street by installation of a cul-de-sac or other mechanism designed to prevent through traffic, other than temporary closures with movable barricades. 4. Linear extension of a street beyond the limits shown on the Master Transportation Plan. 5. Adding a new principle arterial street or freeway. 6. Vacating right-of-way of a Master Transportation Plan facility. In the event the Planning Commission or City Council determines that a change is not consistent with the Comprehensive Plan, the desired action shall not occur unless or until an appropriate amendment to the Plan is reviewed by the Planning Commission and approved by the City Council. Forward Chesapeake 2026 Comprehensive Plan Page 173 Forward Chesapeake 2026 Comprehensive Plan Page 174 Roadways The amount of roadway a community has is measured by calculating the total number of miles of roadway for each lane of traffic. This is referred to as a “lane mile.” Chesapeake’s current roadway system consists of 119 lane miles of interstate facilities, 536 lane miles of arterial and primary roadways, 182 lane miles of collector roadways, and 1,468 lane miles of local roads. Over the past decade, Chesapeake has experienced significant growth. With this growth have come new homes, new businesses and industries, and ever increasing traffic. It is clear from roadway studies that have been recently completed that portions of the City’s roadway network are currently inadequate to serve existing traffic demands, and that the gap between the targeted service level and the service demand continues to grow. The 2003 Chesapeake Level of Service Study indicates that 24% of the City’s roadways will operate at level of service “D” or worse by the year 2021. With the uncertainty of funding for major roadway improvements, this scenario could worsen significantly over the years to come. Map 27--PM Peak Hour Level of Service 2021 Forward Chesapeake 2026 Comprehensive Plan Page 175 Level of Service Level of Service (LOS) is a measure of the operating efficiency of a roadway. Level of service A is considered the best operating condition and level of service F is considered the worst. Both level of service E and F are considered to be unacceptable, while a level of service of D should be considered a warning. The following illustration provides an illustration of the different service levels. Roadway Levels of Service Free-Flow Operations Reasonably Free-Flow Stable Operations LOS A LOS B LOS C Borderline Unstable Extremely Unstable Breakdown (Unacceptable) (Unacceptable) LOS D LOS E LOS F Source: Pictures provided by the Department of Transportation Bureau of Transportation Statistics and the MIT Center for Transportation Studies @1995 Issue One: Impact of Increased Demand Service demand often exceeds available capacity, resulting in congestion, pollution, and driver frustration. Congestion is exacerbated by openings of the eight drawbridges within the City limits. Issue Two: Network Integrity Major roadway improvements are necessary to maintain the integrity of the City’s roadway network. The major projects planned for the future include: • Dominion Boulevard Bridge Replacement and Road Widening • Interstate 64 Widening • Interstate 664 Widening • Southeastern Parkway • Pleasant Grove Parkway • Route 460 Widening Forward Chesapeake 2026 Comprehensive Plan Page 176 Issue Three: Impact of Technology Over the past decade, numerous technological advances have been made in regard to traffic operations. These technologies, commonly referred to as Intelligent Transportation System (ITS) programs, have been developed to provide system integration, incident and emergency management, and advanced traveler information. Recognizing the benefits of these programs, the Federal government provided significant funding for these initiatives through its Congestion Mitigation and Air Quality Program. Chesapeake has received approximately $8 million through this program to develop and construct a Smart Traffic Center. Issue Four: Access Management Access management is necessary to maintain system integrity and continuity. Access management refers to the planning process whereby connection points to a roadway are managed to maximize safety and capacity as appropriate for the functional classification of the roadway. Issue Five: Connectivity Connectivity, or the lack thereof, impacts accessibility and emergency response. Connectivity is probably one of the most contentious issues in the
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